Device and method for improving engine combustion by use of magnetism

ABSTRACT

A combustion improving device and a combustion improving method for an engine improves the combustion of an internal combustion engine such as a Diesel engine and can reduce noxious emissions, such as sooty smoke, or nitrogen oxides. To achieve this, magnetic poles of two magnets  2  are arranged in proximity to confront each other, so that fuel fed from a fuel tank to the engine is guided to pass through a gap  3  between the magnetic poles. At this passage, magnetic force (an attractive force or a repulsive force) per unit area to act between the confronting magnetic poles is set at 0.15 kgf/cm 2  or more, and a time period for the fuel to pass between the confronting magnetic poles is set at 1.7 seconds or more.

BACKGROUND OF THE INVENTION

The present invention relates to a combustion improving device and acombustion improving method using magnetism, which acts in a fuelfeeding path for a Diesel engine and a gasoline engine with the aim ofimproving the combustions thereof.

JP-B-03030718 (Japanese Patent Examined Publication H3-30718) andJP-Y2-04021810 (Japanese Utility Model Examined Publication H4-21810)show devices in which a plurality of permanent magnets are fixed in acylindrical casing in a combination to repulse each other and in whichan inlet port and an outlet port are individually formed generally atcenters of two bottom faces of the cylindrical casing so that a fuel maypass through the ports in the magnets or between the magnets.

In JP-U-3012313 (Japanese Utility Model Unexamined Registration 3012313or Japanese Utility Model Application H6-16287), a fuel passage betweenmagnetic poles of permanent magnets is filled with granular ceramics.

In the above prior art, however, the effect to improve the combustionhas not been sufficient but has been frequently lost depending upon thetype or displacement of the engine or the mode of using the combustionimproving device. The following problems have arisen especially when aDiesel engine is used: (1) No effect is found; (2) Sooty smoke increasesall the worse; (3) Running of the engine is unstable at idling mode; (4)The engine output decreases all the worse; (5) Running of the engine maybecome unstable and might stop; and (6) The engine will not start insome cases.

The aforementioned devices of the prior art have structures in which theair may reside in a combustion improving device to form relativelycoarse air bubbles. When this happens, the air to fuel ratio in theengine combustion chamber deviates to cause an abnormal combustion.

It is therefore an object of the present invention to provide acombustion improving device and a combustion improving method, which canexhibit a combustion improving effect in a variety of engines withoutadverse effects such as forming the air bubbles.

SUMMARY OF THE INVENTION

According to the invention, there is provided a combustion improvingdevice for an engine, comprising a fuel passage between magnetic polesarranged to confront each other, and disposed in a fuel feeding pathfrom a fuel tank to the engine, characterized in that a magnetic forceper unit area to act between said confronting magnetic poles is 0.15kgf/cm² or more; in that a distance between the confronting magneticpoles is within such a range that the magnetic force between theconfronting magnetic poles increases substantially in proportion to thedecrease in said distance; and in that the time period for a fuel topass between the confronting magnetic poles is 1.7 seconds or more.

Due to the above construction, the combustion of an internal combustionengine, such as a Diesel engine, can be improved to reduce noxiousemissions such as sooty smoke or nitrogen oxides especially.

According to a further feature of the invention, there is provided acombustion improving device for an engine, comprising a fuel passagebetween magnetic poles arranged to confront each other, and disposed ina fuel feeding path from a fuel tank to the engine, characterized inthat a quantity calculated by dividing a magnetic force per unit areabetween the confronting magnetic poles by a distance between theconfronting magnetic poles is 0.20 kgf/cm³ or more; in that the distancebetween the confronting magnetic poles is within such a range that themagnetic force between the confronting magnetic poles increasessubstantially in proportion to a decrease in said distance; and in thata time period for a fuel to pass between the confronting magnetic polesis 1.7 seconds or more.

According to another feature of the invention, there is provided acombustion improving device for an engine, comprising a fuel passagebetween magnetic poles arranged to confront each other, and disposed ina fuel feeding path from a fuel tank to the engine, characterized inthat a product between a magnetic force per unit area between theconfronting magnetic poles and a time period for a fuel to pass throughthe confronting magnetic poles is (0.15 kgf/cm²)×(1.7 seconds) or more;and in that a distance between the confronting magnetic poles is withinsuch a range that the magnetic force between the confronting magneticpoles increases substantially in proportion to a decrease in thedistance.

According to another feature, there is provided a combustion improvingdevice for an engine as set forth in above, characterized in that a fueloutlet port is formed in a wall generally parallel to the fuel passageand arranged at the uppermost portion.

Due to this construction, no air bubble resides in the fuel liquid inthe combustion improving device so that no fine air bubbles will becollected to grow to coarse air bubbles thereby to prevent thecombustion trouble which might otherwise be caused by feeding the coarseair bubbles entrained in the fuel to the engine combustion chamber.

According to still another feature, there is provided a combustionimproving method for an engine, characterized in that a fuel is caused,when fed from a fuel tank to an engine, to pass through a gap betweenmagnetic poles arranged in proximity to confront each other; and in thata magnetic force per unit area to act between the confronting magneticpoles is 0.15 kgf/cm³ or more; and in that a time period for the fuel topass between the confronting magnetic poles is 1.7 seconds or more.

Due to this construction, the combustion of the internal combustionengine can be improved to reduce the noxious emissions.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a vertical lengthwise sectional view of a combustion improvingdevice of an embodiment.

FIG. 2 is a vertical widthwise sectional view of the combustionimproving device of the embodiment of FIG. 1.

FIG. 3(a) is a perspective view showing a fitting for fixing a magnet inthe device of the embodiment of FIG. 1. FIG. 3(b) is a perspective viewshowing a baffle spacer in the device of the embodiment of FIG. 1.

FIG. 4(a) is an external view of the combustion improving device of theembodiment of FIG. 1, as taken from an inlet side. FIG. 4 (b) is anexternal view of the combustion improving device of the embodiment ofFIG. 1, as taken from an outlet side.

FIG. 5 is a schematic block diagram showing a mounting site of thecombustion improving device.

FIG. 6 is a graph plotting relations between a repulsive force to actbetween two magnets and a distance between the magnets, as to the samepermanent magnets as those used in the combustion improving device 1 ofthe embodiment of FIG. 1 and permanent magnets having a half thickness.

FIG. 7 is a graph plotting detail of a range less than 10 mm in FIG. 6.

FIG. 8(a) is a filter face having collected sooty smoke in exhaust gaseswhen FIG. 1 combustion improving device of the was mounted while amagnetic force per area was set at 0.213 kgf/cm^(2.) FIG. 8(b) is afilter face having collected sooty smoke in exhaust gases when thecombustion improving device was not mounted.

FIG. 9 is a filter face having collected sooty smoke in exhaust gaseswhen a magnetic force per area was set at 0.175 kgf/cm².

FIG. 10 (a) is a filter face having collected the sooty smoke in exhaustgases when FIG. 1 combustion improving device of the was mounted while atime period for a fuel to reside in the device was set at 1 second. FIG.10(b) is a filter face having collected sooty smoke in exhaust gaseswhen the combustion improving device was not mounted, under similarconditions to that of FIG. 10(a).

FIG. 11(a) is a filter face having collected sooty smoke in exhaustgases when combustion improving device of the FIG. 1 was mounted while atime period for the fuel to reside in the device was set at 1.5 seconds.FIG. 11(b) is a filter face having collected sooty smoke in exhaustgases when the combustion improving device was not mounted, undersimilar conditions to that of FIG. 1.

FIG. 12(a) is a filter face having collected the sooty smoke in exhaustgases when the combustion improving device of the embodiment was mountedwhile the time period the fuel to reside in the device was set at 2seconds. FIG. 12(b) is a filter face having collected the sooty smoke inexhaust gases when the combustion improving device was not mounted,under similar conditions.

FIG. 13(a) is an indicator waveform (or combustion pressure waveform)diagram when the combustion improving device of FIG. 1 was mounted. FIG.13(b) is an indicator waveform (or combustion pressure waveform) diagramwhen the combustion improving device of FIG. 1 was not mounted.

FIG. 14 is a schematic indicator waveform for explaining FIG. 13.

DETAILED DESCRIPTION

A combustion improving device 1 of an embodiment of the invention willbe described with reference to FIGS. 1 to 4.

As shown in FIGS. 1 and 2 presenting vertical sections taken in thelengthwise and widthwise directions, permanent magnets 2 of rectangularshapes (having a width of 40 mm×a thickness of 20 mm×lengths of(40+40+25) mm) are arranged across a narrow gap (of 7 mm) forming a fuelpassage 3. Upper and lower faces of each of the permanent magnets 2 areS pole and N pole. Magnet poles are arranged to repulse each other. Acasing 4 for holding those permanent magnets 2 is formed of a magneticmaterial such as steel and is shaped such that an inlet barrel portion42 and an outlet barrel portion 44 having a short barrel shape arejoined with a long barrel portion 41 having a generally square sectionalview. The long barrel portion 41 has an inner size of 40 mm×47 mm×130mm.

Fittings 61 for fixing the magnets are provided at two ends of the longbarrel portions 41, that is, at steped portions by which the long barrelportion 41 is joined with the inlet and outlet barrel portions 42, 44.Each of the fittings 61 for fixing the magnets 2 is shaped as a sheet ofsubstantially square shape that is elongated and provided with acircular opening at the center of the sheet and has two opposed edges,that is upper and lower edges as seen in FIG. 1, of the sheet bent by 90degrees to form legs.

On the other hand, two spacer sheets 62 which act as baffles in the fuelpassage 3, are disposed between the permanent magnets 2 adjoining toeach other in the lengthwise direction of the combustion improvingdevice 1. As shown in a perspective view in FIG. 3(b), each of thespacer sheets 62 has one relatively small circular opening 64 at aneccentric portion. Sizes of the spacer sheet 62 is substantially equalto inner sizes of the widthwise-cut section of the long barrel portion41. The openings 63 of the two baffle-acting spacer sheets 62 in thecombustion improving device 1 are arranged such that one of the openings63 is disposed at a righthand side while another one of the openings 63is disposed at a lefthand side, in the fuel passage 3 having a narrowleft-rightwise extending shape in a sectional view as shown in FIG. 2.Therefore, fuel flowing in through the inlet barrel portion 42 passesthrough the opening 63 on the lefthand side of FIG. 2 when passingthrough the first baffle-acting spacer sheet 62, the fuel then passesthrough the opening 63 on the righthand side of FIG. 2 when passingthrough the second baffle-acting spacer sheet 62. By this arrangement ofthe baffles, the fuel in the inter magnetic pole fuel passage 3 is actedon by the permanent magnets 2 more reliably.

When the permanent magnets 2 facing to each other are constructed toexert attractive forces upon each other, the aforementioned fittings 61and spacer sheets 62 are provided with portions to engage with thefaces, as confronting the fuel passage 3, of the permanent magnets 2.

The inlet barrel portion 42 is joined substantially concentrically tothe long barrel portion 41, as shown in the longitudinal sectional viewof FIG. 1 and in the inlet-side external view of FIG. 4(a). The inletbarrel portion 42 is provided with an iron removing magnet 21. Generallyat the center of the inlet barrel portion 42, there is formed an inletport 43 which is connected to an inlet pipe 46 arranged generallyhorizontally.

The outlet barrel portion 44 is joined to the upper part of the longbarrel portion 41, as shown in the longitudinal sectional view of FIG. 1and in the outlet-side external view of FIG. 4(b). An upper wall of theoutlet barrel portion 44 is continuous with an upper wall of the longbarrel portion 41. In the upper wall of the outlet barrel portion 44,there is formed an outlet port 45 which is joined to an outlet pipe 47arranged generally vertically.

Since the outlet port 45 is disposed at the uppermost portion of thecombustion improving device 1, the air mixed in the fuel fed to thecombustion improving device 1 is not left in the combustion improvingdevice 1 so that no large air bubble is formed. The air may be mixedinto the fuel (1) at the fuel suction port by vibration of a fuel tankwhen the fuel in a tank decreases, or (2) at the joint of the fuelfeeding path when the feed from the fuel tank of the engine to thecombustion chamber of the engine takes a negative pressure (a pressurelower than atmospheric pressure).

As schematically shown in FIG. 5, the combustion improving device 1 thusfar described is disposed in a fuel feed pipe 50 just upstream of a fuelpump 52. This fuel pump 52 draws the fuel from a fuel tank 51 and feedsit to a fuel injection device 54 attached to an engine 55. In the shownexample, a fuel filter 53 is interposed between the fuel pump 52 and thefuel injection pump 54.

Here will be described a magnetic force (i.e., an attractive force or arepulsive force) to act between the opposed permanent magnets 2, withreference to FIGS. 6 and 7.

FIG. 6 is a graphic diagram plotting relations between a repulsive forceacting between two magnets and a distance between the magnets, which arethe same as permanent magnets 2 (40 mm×40 mm×20 mm) of the combustionimproving device 1 of the embodiment and permanent magnets (40 mm×40mm×10 mm) having a half thickness. When one magnet was placed on apan-at-top balance for weighing while the other magnet was arranged justover the former at a distance, an increase in the indicated value of thebalance is taken as as the repulsive force and indicated by kgf petsquare centimeters. At a large distance, the repulsive force issubstantially inversely proportional to a square of the distance. In arange of a short distance, however, the increase in the repulsive forceis substantially proportional to a decrease in the distance. This rangeis less than 10 mm in FIG. 6 and is shown in detail in FIG. 7. In casepermanent magnets having the sizes of this embodiment are used, thedistance between the magnets and the magnitude of the interactingmagnetic force have a substantially accurate linear relation at aninter-magnet distance of 7 mm or less as shown in FIG. 7. In the linearrelation or linear-functional relation, the force acting between amagnets increases in proportion to the decrease in the inter-magnetdistance.

In case the distance between the magnetic poles of the confrontingmagnets is within the aforementioned range, the magnetic force actshomogeneously. In the device of the aforementioned embodiment, it isnecessary for achieving reliable combustion improvement that thedistance between the confronting magnetic poles forming the upper andlower walls of the inter magnetic pole fuel passage 3 be within suchrange.

In the case of the combustion improving device 1 of the aforementionedExapmle, the distance between the magnets is 7 mm so that a magneticforce of 3.4 kgf per 40 mm×40 mm, i.e., a magnetic force of about 0.21kgf per square centimeters acts homogeneously over all of the fuelpassage between the magnets 2 as shown in the plots of FIGS. 6 and 7.The magnitude of the magnetic force (the attractive force or therepulsive force) thus homogeneously acting per unit area will bereffered to as the “magnetic pressure per unit area”. The magnitude, ascalculated by dividing that magnetic pressure per unit area by thedistance between the inter magnetic poles, i.e., the thickness of theinter magnetic pole fuel passage 3 will be referred to as the “magneticpressure per unit volume”. In case, however, the inter magnetic polefuel passage 3 is filled with substances such as ceramic balls whichhave no influence on magnetism, a correction is made on a basis of a netvolume which is calculated by subtracting a volume of the filler fromthe volume of the inter magnetic pole fuel passage 3.

The magnitude of the magnetic pressure and the residence time of thefuel in the inter magnetic pole fuel passage 3 between the confrontingmagnetic poles, necessary for achieving the combustion improving effect,will be described by using the following test examples.

The test examples (of the embodiment and a comparison), in which thecombustion improving device 1 thus far described is mounted in the fuelfeeding path of a Diesel engine, will be described with reference toTables 1 to 3 and FIGS. 8 to 13.

Table 1 is a transcription of “Record Table of Test Results of DieselCar Exhaust Gases (in 6 Modes)”, by Association (a foundation) of JapanAutomobile Transportation Technique, on the combustion improving device1 of this embodiment.

TABLE 1 Record Table of Test Results of Diesel Car Exhaust Gases (in 6Modes) Test Date: May 30, 1996 Weather: Cloudy Testing Agent: JapanAutomobile Transportation Technique Association *Car Tested: Car Name:Toyota Type N-LN61V Total Travel Distance at Test: 122136 Km Test CarWeight: 1660 Kg Engine Type: 2L Max Output: 85/4000 ps/rpm CombustionChamber Type: Auxiliary Supercharger: Yes (1 set) Fuel Used: Light Oil(Specific Weight: 0.817) Chassis No.: LN61-0012525 Total Car Weight:2135(2120) Kg Equivalent Inertial Weight: 1750 Kg Cycles: 4 Cylinders: 4Total Displacement: 2446 cc Fuel Injector: (Type: Distribution) IntakeAir Cooler: No *Tester: Chassis Dynamometer: Ono Sokki Co., Ltd. MadeZA-018 type Exhaust Gas Anaylzer: HORIBA, LTD. Made MEXA-8120D type*Exhaust Gas Test Test Room Dry Bulb Temperature: 27.0° C.-27.4° C. TestRoom Wet Bulb Temperature: 17.6° C.-17.6° C. Test Room RelativeHumidity: 38% Test Room Atmosphere: 754.4 mmHg Test Starting Time: 11:55Test Ending Time: 12:20 Cooling Water Temperature: 80° C.-86° C.Lubricant Temperature: 101° C.-118° C. Load Speed Factor A F Exhaust ofof Air Fuel Concentrations Exhaust Prime Prime Flow Flow Measured K WFConcentrations Drive Mover Mover Rate Rate CO HC Nox Correction WeightCO HC Nox Mode rpm % g/h g/h ppm ppmC ppm Coefficient Coefficient ppmppmC ppm 1 Idling —  45940  495  61 18.0 107 0.980 0.355 21.3 6.4 35.9 240% 100  120342 7226 660 151  262 0.886 0.071 41.6 10.8  15.9 3 40% 25113351 2275 140 38.2 143 0.962 0.059  8.0 2.3  7.9 4 60% 100  21771413927  970 87 383 0.878 0.107 91.2 9.3 34.7 5 60% 25 182260 4397 327138  202 0.954 0.122 38.1 16.9 22.7 6 80% 75 290618 13750  235 61 3700.910 0.286 61.2 17.5  92.9 Average Exhaust 262 64 210 Concentrations KH(Nox Moisture Correctiion Coefficient) 0.964 ⊚Remarks Normal No-Loadengine Speed: 700 rpm Injection Timing: 0° BTDC

Table 2 compares the average exhaust concentrations in Table 1, with thereported exhaust concentrations for the car, used for the tests, at thetime the car was new.

TABLE 2 Kinds & Concentrations of Exhaust Gases CO (ppm) HC (ppm) NOx(ppm) Concentrations when 380 135 260 Test Car was new Concentrationswhen 262  64 210 the Device is mounted Reduction −31% −53% −19%Percentages (“Concentrations when Test Car was new” is the valueReported to Transportation Ministry)

As seen from Table 2, the exhaust concentrations of carbon monoxide,hydrocarbons and nitrogen oxides were far lower than the reportednumerical values when the device 1 of this embodiment was mounted.

FIGS. 8(a) and 8(b) respectively show the amounts of sooty smoke in theexhaust gases qualitatively for the example where the combustionimproving device 1 (having a magnetic pressure per unit area of 0.213kgf/cm² and a magnetic pressure per unit volume of 0.304 kgf/cm³) wasused in the same car as that of the aforementioned test examples, andfor a comparison where the device was not used. FIGS. 8(a) and 8(b) areobtained by directly copying, by use of a copying machine, faces ofpaper filters having collected the sooty smoke particles of the exhaustgases. In the tests, the fuel flow rate was set such that the residencetime of the fuel in the inter magnetic pole fuel passage 3 between themagnetic poles was about 2 seconds. In other words, the engine speed andthe engine load factor were set to achieve that residence time.

In the case (FIG. 8 (a)) using the device 1 of the embodiment, the sootysmoke was very little. In the case absent the device 1 (FIG. 8(b)), onthe contrary, much sooty smoke was collected.

In FIG. 9, an example similar to that of FIG. 8 is presented in case thecombustion improving device 1 (having a magnetic pressure per unit areaof 0.175 kgf/cm² and a magnetic pressure per unit volume of 0.250kgf/cm³) using permanent magnets of a somewhat lower magnetic force thanthat of the above Example was mounted on the same car as that of theaforementioned test examples. In this case, the sooty smoke isprominently less than that of the case of FIG. 8(b) using no combustionimproving device but is considerably more than that of the case of theembodiment shown in FIG. 8(a).

From these results, it has been found that a magnetic force of a certainmagnitude is necessary for achieving the combustion improving effect.The necessary magnetic force is a magnetic pressure per unit area of0.15 kgf/cm² or more, preferably 0.175 kgf/cm² or more, or morepreferably 0.20 kgf/cm² or more. On the other hand, the magneticpressure per unit volume is 0.20 kgf/cm³ or more, preferably 0.25kgf/cm³ or more, or more preferably 0.29 kgf/cm³ or more.

FIGS. 10 to 12 present filter faces having collected sooty smoke incases in which a car of K-FE211C type (having an engine type of 4D30, atotal displacement of 3,298 cc and an auxiliary combustion chamber) ofMitsubishi Motors was used and in which the residence times of the fuelbetween the confronting magnetic poles were 1 second, 1.5 seconds and 2seconds, respectively. FIG. 10(a), FIG. 11(a) and FIG. 12(a) present theresults when the combustion improving device of this embodiment wasused, while FIG. 10(b), FIG. 11(b) and FIG. 12(b) present the resultswhen the device was not used. As seen from the results of FIGS. 10 to12: little effect is found for 1 second of the residence time, that is,the time during which the fuel is between the confronting magneticpoles; no prominent effect is found for 1.5 seconds; but an excellenteffect is first found for about 2 seconds. It can be concluded that thenecessary residence time is 1.5 seconds or more, preferably 1.7 secondsor more, or more preferably 1.9 seconds or more.

In the tests having obtained the results of FIGS. 10 to 12, theaforementioned residence times were set by changing the length of theinter magnetic pole fuel passage 3 in the combustion improving device 1on the basis of the following calculations.

As shown in FIG. 2, the sectional area of the inter magnetic pole fuelpassage 3 between the magnetic poles in the combustion improving device1 of this embodiment can be deemed as 40 mm×0.7 mm=2.8 cm². The fuelfeeding rate of the fuel pump 52 at a maximum speed of 3,000 rpm of theaforementioned engine is 30 cc/second. To set the residence time to 2seconds, the length of the inter magnetic pole fuel passage 3 is set byfollowing calculattion: 2 seconds×30 cm³/second÷2.8 cm²=about 22 cm.

FIG. 13(a) and FIG. 13(b) are indicator waveform (or combustion pressurewaveform) diagrams for a load factor of 30% on the embodiment, in whichthe aforementioned combustion improving device 1 was used, and on thecomparison in which the device was not used.

The engine used in the tests was a D65 water-cooled transverse Dieselengine (having an engine No. 8822 and a total displacement of 353 cc)and had a cruising power of 4.04 KW (or 5.5 PS) at 2,400 rpm, abore×stroke of 76×78 and a compression ratio of 25.

The dynamometer used in the tests was an air-cooled over-current brakingtype having an arm length of 0.2389 m and a dynamometer coefficient of40 N·rpm/PS.

Since the indicator waveform (or combustion pressure waveform) of FIG.13(a) has a somewhat gentler peak than that of FIG. 13(b), it is foundthat the combustion state is more satisfactory in the case where thecombustion improving device 1 of the embodiment is used.

The indicator waveform diagrams of FIG. 13 will be further describedwith reference to a schematic indicator waveform diagram of FIG. 14.Here, the embodiment (of FIG. 13(a)) is plotted by a solid line, and thecomparison (of FIG. 13(b)) is plotted by a broken line. It is seen thatthe indicator waveform of the embodiment has an ignition delay period Ato B is made shorter than that of A to B′ of the comparisons and that anabrupt pressure rise after the ignition is suppressed.

The combustion of the Diesel engine is evaluated to have the higherthermal efficiency when the ignition delay period is shorter. It is alsoknown that if the pressure rise after an ignition is moderated theproduction of nitrogen oxides, as might otherwise be caused by theDiesel knock or by a combustion at an excessively high temperature, issuppressed.

Therefore, the combustion improving device of the invention is effectivenot only for the aforementioned exhaust gas improvement but also for theimprovement in the combustion efficiency or for reducing noise bysuppressing Diesel knock.

It is not clear in which mechanism the device of the invention causesthe improvement of the combustion shown in FIGS. 13 and 14. It is,however, presumed that the fuel injected into the combustion chamber ismore atomized or gasified either by activating it by the action of themagnetism on it or by the radio frequency caused by the resonancevibration of the magnets arranged to confront each other.

The combustions of the gasoline engine and the Diesel are thus improvedto reduce noxious emissions such as smoke or nitrogen oxides.

In the Diesel engine, the combustion efficiency is improved whilereducing the Diesel knock to suppress the noise.

What is claimed is:
 1. A combustion improving device for an engine fordisposal in a fuel feeding path to the engine wherein fuel is fed at arate up to a predetermined rate, comprising: a housing having at leasttwo magnets with confronting magnetic poles arranged to confront eachother, said housing and said at least two magnets defining a fuelpassage between said confronting magnetic poles of said at least twomagnets; said at least two magnets having a sufficient magnetic fieldstrength to generate a magnetic force per unit area acting between saidconfronting magnetic poles being equal to or greater than 0.15 kgf/cm²;said at least two magnets being disposed a distance apart such that saidconfronting magnetic poles are disposed relative one another within arange in which the magnetic force per unit area between said confrontingmagnetic poles increases substantially in proportion to a decrease insaid distance; and said housing and said at least two magnets beingdimensioned such that a time period for the fuel to pass between saidconfronting magnetic poles at said predetermined rate is equal to orgreater than 1.7 seconds.
 2. The combustion improving device as setforth in one of claim 1 or 2, wherein: said housing and said at leasttwo magnets define a substantially horizontally disposed fuel passagehaving a top surface wherein the fuel flows substantially horizontally;and said housing has a wall extending parallel to said top surface anddefining a fuel outlet port arranged at an uppermost part of said fuelpassage and opening upwardly such that air in said fuel passage exits inan upward direction.
 3. The combustion improving device of claim 1wherein said predetermined rate is a fuel flow rate at a maximum RPM ofthe engine.
 4. The combustion improving device of claim 1 wherein saidconfronting magnetic poles are of like polarity.
 5. A combustionimproving device as set forth in claim 2, further comprising: said atleast two magnets including first and second opposing sets of magnetsextending along at least a portion of the fuel passage; first and secondbaffle-acting spacer sheets each being disposed between two adjacentones of each of said first and second opposing sets of magnets; and saidfirst and second baffle-acting spacer sheets respectively defining firstand second fuel-passing apertures, said apertures being disposed offsetfrom one another in a widthwise direction of said fuel passage.
 6. Thecombustion improving device as set forth in claim 2, further comprisingfirst and second fixation fittings disposed in said housing respectivelyproximate an inlet portion and an outlet portion of said fuel passage toclamp between the first and second fixation fitting said at least twomagnets.
 7. The combustion improving device as set forth in claim 6,wherein each of said first and second fixation fittings are formed bybending of a metal plate.
 8. The combustion improving device of claim 1wherein said time period for the fuel to pass between said confrontingmagnetic poles at said predetermined rate is equal to or greater than1.9 seconds.
 9. A combustion improving device for an engine for disposalin a fuel feeding path to the engine wherein fuel is fed at a rate up toa predetermined rate, comprising: a housing having at least two magnetswith confronting magnetic poles arranged to confront each other, saidhousing and said at least two magnets defining a fuel passage betweensaid confronting magnetic poles of said at least two magnets; said atleast two magnets having a sufficient magnetic field strength to resultin a quantity calculated by dividing a magnetic force per unit areabetween said confronting magnetic poles by a distance between saidconfronting magnetic poles being equal to or greater than 0.20 kgf/cm³;said at least two magnets being disposed a distance apart such that saidconfronting magnetic poles are disposed relative one another within arange in which the magnetic force per unit area between said confrontingmagnetic poles increases substantially in proportion to a decrease insaid distance; and said housing and said at least two magnets beingdimensioned such that a time period for the fuel to pass between saidconfronting magnetic poles at said predetermined rate is equal to orgreater than 1.7 seconds.
 10. The combustion improving device of claim 9wherein said predetermined rate is a fuel flow rate at a maximum RPM ofthe engine.
 11. The combustion improving device of claim 9 wherein saidconfronting magnetic poles are of like polarity.
 12. The combustionimproving device of claim 9 wherein said time period for the fuel topass between said confronting magnetic poles at said predetermined rateis equal to or greater than 1.9 seconds.
 13. A combustion improvingdevice for an engine for disposal in a fuel feeding path to the enginewherein fuel is fed at a rate up to a predetermined rate, comprising: ahousing having at least two magnets with confronting magnetic polesarranged to confront each other, said housing and said at least twomagnets defining a fuel passage between said confronting magnetic polesof said at least two magnets; said at least two magnets having asufficient magnetic field strength and sufficient dimensions to resultin that product of a magnetic force per unit area between saidconfronting magnetic poles and a time period for the fuel to passthrough between said confronting magnetic poles is equal to or greaterthan a product of (0.15 kgf/cm²)×(1.7 seconds); and said at least twomagnets being disposed a distance apart such that said confrontingmagnetic poles are disposed relative one another within a range in whichthe magnetic force per unit area between said confronting magnetic polesincreases substantially in proportion to a decrease in said distance.14. The combustion improving device of claim 13 wherein saidpredetermined rate is a fuel flow rate at a maximum RPM of the engine.15. The combustion improving device of claim 13 wherein said confrontingmagnetic poles are of like polarity.
 16. A combustion improving methodfor an engine, comprising the steps of: feeding a fuel a fuel tank tothe engine at a rate up to a predetermined rate through a gap betweenconfronting magnetic poles; providing said confronting magnetic poleswith a sufficient magnetic field strength to generate a magnetic forceper unit area acting between said confronting magnetic poles which isequal to or greater than 0.15 kgf/cm²; and providing said confrontingmagnetic poles with dimensions such that a time period for the fuel topass between said confronting magnetic poles at said predetermined rateis equal to or greater than 1.7 seconds.
 17. The method of claim 16wherein said predetermined rate is a fuel flow rate at a maximum RPM ofthe engine.
 18. The method of claim 16 wherein said confronting magneticpoles are of like polarity.
 19. The combustion improving device of claim16 wherein said time period for the fuel to pass between saidconfronting magnetic poles at said predetermined rate is equal to orgreater than 1.9 seconds.
 20. A method for producing a combustionimproving device, wherein the combustion improving device is for anengine and is to be disposed in a fuel feeding path to the enginefeeding fuel at rates up to a predetermined rate, and the combustionimproving device has a fuel passage between confronting magnetic poles,comprising the steps of: providing said confronting magnetic poles witha magnetic field strength such that a magnetic force per unit areaacting between said confronting magnetic poles is equal to or greaterthan 0.15 kgf/cm²; providing said confronting magnetic poles with adistance between said confronting magnetic poles within such a rangethat magnetic force between said confronting magnetic poles increasessubstantially in proportion to decrease in said distance; and providingsaid confronting magnetic poles in dimensions such that a time periodfor the fuel to pass between said confronting magnetic poles is 1.7seconds or more when the fuel is fed at said predetermined rate.
 21. Themethod of claim 20 wherein said predetermined rate is a fuel flow rateat a maximum RPM of the engine.
 22. The method of claim 20 wherein saidconfronting magnetic poles are of like polarity.
 23. The combustionimproving device of claim 20 wherein said time period for the fuel topass between said confronting magnetic poles at said predetermined rateis equal to or greater than 1.9 seconds.
 24. A method for producing acombustion improving device, wherein the combustion improving device isfor an engine and is to be disposed in a fuel feeding path to the enginefeeding fuel at rates up to a predetermined rate, and the combustionimproving device has a fuel passage between confronting magnetic poles,comprising the steps of: providing said confronting magnetic poles witha magnetic field strength and a distance therebetween such that a valuecalculated by dividing a magnetic force per unit area between saidconfronting magnetic poles by said distance between said confrontingmagnetic poles is equal to or greater than 0.20 kgf/cm³; providing saidconfronting magnetic poles with said magnetic field strength such thatsaid magnetic force per unit area acting between said confrontingmagnetic poles is equal to or greater than 0.15 kgf/cm²; providing saidconfronting magnetic poles with said distance between said confrontingmagnetic poles within such a range that magnetic force between saidconfronting magnetic poles increases substantially in proportion todecrease in said distance; and providing said confronting magnetic polesin dimensions such that a time period for the fuel to pass between saidconfronting magnetic poles is 1.7 seconds or more when the fuel is fedat said predetermined rate.
 25. The method of claim 24 wherein saidpredetermined rate is a fuel flow rate at a maximum RPM of the engine.26. The method of claim 24 wherein said confronting magnetic poles areof like polarity.
 27. The combustion improving device of the claim 24wherein said time period for the fuel to pass between said magneticpoles at said predetermined rate is equal to or greater than 1.9seconds.